Railway-gate apparatus.



L. M. KING.

RAILWAY GATE APPARATUS.

APPLICATION FILED FEB. 9. 1915.

I Patehted Sept. 11,1917.

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L. M. KING. RAILWAY GATE APPARATUS. APPLICATION HLED FEB. 9. 1916-LfiQMQ. PatentedSept. 11,1917.

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LOWELL M. KING, OF OREGON, ILLINOIS.

RAILWAY-GATE APPARATUS.

Specification of Lett ers'Patent.

PatentedSept. 11, 1917.

Application filed February 9, 1916. Serial No. 77,322.

.' I This invention relatesto improvements in railway-gate apparatus andhas particular application to. a train controlled 'gate apa paratus foruse athighway crossings and the like. I

I In carryingxout the present invention, it

is my purpose to provide railway gate apparatus for use at highwaycrossings and the like wherein as long'as the tracikway-isfreeof traflicthe barriers controlling the highway will be in elevated oriopenpositionand the barriers across the trackway in lowered.

or closed positionso as to prevent horses, cattle, etc.,' fromtraversing the trackway: and wherein the barriers controlling thehighwaywill be automatically-lowered and the barriers across the trackwaysimilarly elevated when a train approaches the crossing, therebystopping traflic over thehighway across the track and'enabling the trainto proceed over the crossing without endangering life or property.

It is also my purpose to provide apparatus ofthev class described-whichwill be entirely automatic in operation and train con-- trolled andwherein the component parts.

' 1 will be so arranged and correlated as to re duce the possibility ofderangement to a minimum and enable access to be readily had to themechanism for the purposes of cleaning and repairing.

- l/Vith the above and other objects in view, the invention consists inthe construction, combination and arrangement of parts hereinafter setforth in and falling within the scope of the claim.

In the accompanying drawlngs;

Figure 1 is a top plan view of a crossing showing my inventioninstalled, parts of my gate apparatus being shown in section and otherparts in elevation, the section belng taken on the line 1+1 of Fig. 3.

Fig. 2-is asectional view on the line 2-2 of Fig. 1.

' .Fig. 3 isa similar view on the 'line 3-3- vtact strips 23 of a lengthgreater than the Y of Fig. 1.

Fig. 4: is a diagrammatic view showing the motor and'circuitconnections, the parts being shown in the positions: they occupy.

. trackway.

when the highway gates are elevated and the track gates lowered.

Fig. 5 IS a snnllar view showing the parts in the positions they occupywhen the highway gates are lowered and the track gates elevated.

Referring now to the drawings in detail,

-1 designates a railroad trackway, while 2 indicates a highway crossingintersecting the trackway 1. Arranged at each side of the highway uponone side of the traokway are housings A and 13, while arranged at each.side of the highway at the opposite side of the trackway are housings Cand D,

the, housings A. and C being disposedupon the same'side of the highwayand the hous- .;ings B and 'D at the other side, as clearly illustratedin Fig. l of thedrawings.

. -Arranged in the casing C and suitably secured therein'is an electricmotor 3 and fixed upon the armature of the motor 3 is a pinion 4 meshingwitha gear5-fiXed upon a shaft 6. ournaled in a bearing bracket 7carried by one side wall of the casing C and disposed adjacent totheupper end of the casing. Fixed to the opposite end of the shaft 6 is aspurv gear 8 meshingwith a toothed-quadrant 9 fixedupon ashaft 10journaled in a bearing bracket 11. Also fixed upon the shaft 10:adjacent to the quadrant 9 is a bevel pinion 12 meshing with a similarpinion 13v keyed upon ashaft 14:,

journaled in a bearing bracket 15 and arranged at right angles to theshaft 6; The shafts 6 and 10 are disposed in planes parallel with eachother and with the trackway 1, while the shaft 14 is arranged parallelwith the highway and at right anglesto the Secured to one side wall ofthe casing C below the quadrant 9 is an electromagnet 16 or otherelectroresponsive holding device and fixed to the lower edge of thequadrant 9 is an armature 17, while disposed in the path of movement ofthe lower edge of the quadrant, 9 is a single pole twoway switchembodying a blade 18 pivoted at one end as at 19, and contacts 20 and 21adapted to beeng'aged by the blade 18, the

blade 18 normallyengagingthe contact 21 and being held 1n suchengagement by a I spring 22. Extending longitudinally of the track railsand parallel therewith are conwidth of the highway and adapted'to beengaged by the'flanges 'of the wheels of a car one of the contact rails23 is a conductor 24 connected to the blade 18 at the pivot pointthereof, while from the contact 21 nor mally engaged by the blade 18leads a conductor connected to one terminal of the; bearing bracket 41carried by the side wall motor 3. The remaining terminal of the motor 3is connected with one side of a suitable source of electrical energy bymeans of a conductor 26, while from the remaining side of suchsourceextends a conductor 27 connected to the other contact strip 23. Thecontact 20 is connected with one terminal of the elcctro-magnet 16 bymeans of a conductor 28, while from the remaining terminal of theelectro-magnet leads a conductor 29 terminally connected to theconductor 26.

lVhen a train approaches the crossing and is passing the crossing thewheels and axles bridge the contact strips 23, thereby closing thecircuit of the motor 3, current flowing from one side of the source ofenergy, through the conductor 26, the motor, coir ductor 25, contact 21,switch blade 18, conductor 24, across the bridged contact strips andback to the other side of the source of energy by way of the conductor27. Upon the energization of the motor the quadrant 9v is swungdownwardly, thereby rotating the shafts 10 and 14 and in the downwardmovement of the quadrant the lower end thereof kicks the blade 18 out ofengagement with the blade 21 and into engagement with the contact 20,thereby placing the magnet 16 in circuit with the source of energy andcutting the motor 3 out of service. The current for the magnet 16 flowsfrom one .side

of the source of energy, through the conductors 26 and .29, the magnet16, the conductor 28, the contact 20, the blade 18, conductor 24, acrossthe bridged contact rails 23, and back to the other side of the sourceof energy by way of the conductor 27 l/Vhen the magnet 16 is energized,the pole thereof acts upon the armature 17 to hold the quadrant 9 inoperated position so as to prevent the return of the parts to normalposition.

Secured to one side. of the quadrant 9 is a plate 30 and pivoted to thelower end of the plate 30 and depending therefrom is a link rod 31having the lower extremity thereof pivoted to one leg of a bell cranklever 32 fulcrumed upon a bracket 33 mounted within the casing Gadjacent to the lower end thereof. Pivoted within the lower end of thecasing A is a bell crank lever 34 and connecting the remaining leg ofthe bell crank lever 32 to the corresponding leg of the bell crank lever34 is a connecting rod 35 extending across the trackway below thelatter. The remaining leg of the bell crank lever 34 is connectedthrough the medium of a link rod 36 with an arm 37 fast upon one end ofa shaft 38 journaled in a bearing bracket 39 secured to the side wall-ofthe casing A adjacent to the upper end thereof. This shaft 38 isarranged parallel with the trackway and disposed at right angles to theshaft 38 is a shaft 40 journaled in a of the casing adjacent to theupper end thereof. The corresponding ends of the shafts 38 and 40 areprovided with meshing bevel pinions 42 whereby motion may be transmittedfrom the shaft '38 to the shaft Connected to the bell crank lever 32 inthe casing C at the pivot point of such lever is one end of a horizontalshaft 43 extending longitudinally of the trackwaybelow the surface ofthe highway and into the casing D, as clearly illustrated in Figs. land2 of the drawings. Fixed to the end of the shaft 43 within the casing Dis an arm 44 connected by means of a link rod 45 with an arm 46 securedto one end of a shaft 47 journaled in a bearing bracket 48 carried byone side wall of the casing D adjacent to the upper end thereof.v Thisshaft 47 is arranged longitudinally of the trackway and is connectedthrough the medium of bevel pinions 49 with a shaft 50 arranged at rightangles to the trackway and journaled in the bearing bracket 51 carriedby the side wall of-the casing D. Depending from the ends of the shaft43 within the casing is an arm 52 connected through the medium of a rod53 with one leg of a bell crank lever 54 pivoted within the casing B atthe lower end thereof and the remaining leg of the bell crank lever 54is connected through the medium of a=-r0d 55 with an arm 56 fixed uponone end of a shaft 57 journaled in a bearing bracket 58carried byoneside Wall of the casing 13. adjacent to the upper end thereof. The shaft57 is arranged parallel with the lines of rails of the trackway and isconnected through the medium of bevel gears 59 with a shaft 60 journaled in a bearing bracket 61 carried by one side wall of the casingB. This shaft 60 is arranged at right angles to the shaft 57 as clearlyillustrated in Fig. 1 of the drawings. i

Suitablysecured t0 the shafts 10, 14, 38, 40, 57, 60, 48 and 50respectively are gates or barriers 62. The barriers 62 carried by therespective shafts that are parallel with the highway are lighter thanthe barriers carried by the shafts parallelwith the trackway so that theweight of' the barriers on the last-mentioned shafts will keep suchbarriers normally in lowered position and hold highway barriers inelevated or open posi-' tion, as shown in Fig. 1 of the drawings.

When the motor is energized as previously described, motion istransmitted to the various shaftscarrying the barriers through theconnections hereinbefore described so that the barriers across thetrackway will be elevated and the barriers controlling the highwaylowered, and when the wheels of the lll train disengage the contactrails 28 to deenergize the magnet, the barriers controlling the trackwaywill gravitate to lower or closed position and elevate or open thebarriers controlling the highway.

In the present instance, the upward movement of the quadrant 9 iscushioned by means of a spring 63 or other shock absorbing device so asto prevent the transmission of shock or ar to the mechanism.

While I have herein shown and described one preferred form of myinvention by Way of illustration, I wish it to be understood that I donot limit or confine myself to the precise details of constructionherein described and delineated, as modification and variation may bemade within the scope of the claim and without departing from the spiritof the invention.

I claim:

In railway gate apparatus for use at highway crossings and the like,barriers movable across the highway at opposite sides of the track,barriers movable across the trackway at opposite sides of the highway,connections between all of said barriers whereby the first-mentionedbarriers may be moved to inactive position when the lastnamed barriersare in closed position and the last-named barriers moved to openposition in the closing of the first-mentioned barriers, a segmentconnected to one of said barriers, an electric motor, a pinion on themotor shaft meshing with said segment, an electric circuit for saidmotor adapted to be closed by a train traversing the trackway in thevicinity of the crossing, an -electro-1nag-- net connected across themotor circuit, a switch for breaking the motor circuit and establishingthe circuit of said magnet and disposed in the path of movement on saidsegment, and an armature on said segment adapted to engage said magnetupon the operation of said switch whereby the barriers may be held inoperated position succeeding the operation of the motor.

In testimony whereof I afiix my signature in presence of two witnesses.I

LOWELL M. KING. WVitnesses FnANoIs W. Boner-11cm, EDITH L. BURCHELL.

Copies of this patent may be obtained for five cents each, by addressingthe "Commissioner of Patents, Washington, D. G.

